Starting mechanism for internal-combustion engines



Jan. 29 1924. 1,482,234

F. HUTTNER STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed May 13. 1922 g Sheets-Sheet 1 v Fgat Jan. 29, 1924. 1,482,234 ,F. HUTTNER I STARTING MECHANISM FOR INTERNAL COMBUSTICN ENGINES Filed May 13, 1922 2 Sheets-Sheet 2 WWM Ms A ttme final temperature ds sed mu s ths 'tsmpsrswrs a pressure-{th Hi her,

cour e i th fin -1temper tureem lem FRITZ xarfi'rrmmer'amnm; e

V cation.

w s y me n o e mprss sdsirn Patented Jan. 29, 1924.

RMARY; essrenoe T0 GENERAL ELECTRIC COMPANY,

c'er rorverreu anew-2931;.

STARTING lvr-uomrsm 301; --iNTER1TAL-QOMBESTION ENGINES To all whom itmay cgngern: 7 'Be it known-thatl, Furrz HfiTTNpR &-

Berlin, Germany, have iuveuteld eerteiunew and useful Ifnprovemeuts in Stertiug Mechanism for rln ree sreb stiqn e s of hic the ,fqll w ngi sp sifii e upon tb in ia j smpsrstursrsn Pressur 59 he ve -s th tkrse nnin s tbs ompr s q brQk The theghfi 'tfih l i i sure. V l 1 T o je ef. the prese t 'JBYQQElQHLJ AQQ w r s tm s esr en sm rm-v. mph h n t s e p ratur an pre ur F 1 s s y le w s ss very seesd y s0:

claim ap nd th ha the dss dih ehismpsrawxs sedhpr sur at ig t i l.- h mtsinedt mersx quickly and surely than heretofore, 2 t1 1fd". which will insure reliable .iguiti euiu pessng r mwslss .m e 1w t ssmmssss a m operation with fuel.

' t t n i rsb o iwhet 'ltbe srs t b novel a d, y i s t nrs sntie is tdirssts to the acc mpa y n ssript sn :sndeth ,I t s omp x n td sui s F gei en. elevatien, partlyv fur sect io n, f I a j single y s two ycl engin embe'dymgsmyt s E L how idi xsm s ssl ye lnulti-eylinder two eyqle engine, 1 with :tuvp i Pistons in sash yl nder w rkin in'qppssi directions F sh w i ssstie een th n t3f o F ig; 11 F g- 4: xp enuy w f t .mel syl nd r @PQQQQSQOW i Rigs.- se 3m 1 e zi1irfi ide .s qu View taken on line 5+5 2;

, stwss 15h his-p es 222 serial: 550 3 ll sssrr ie 9s .th l impsn io t f a tw t h i' rd r ry wor ing h ng n hi I alve sls t; pell, e sh wn. bu1: .g 1uriugthe startiugv i defie l e w w .peried the alve is ur ed h ull. li P sit on ol; seto 3.1 91.3 QII mRB QetiQi between t e ylir d 3 s the asheustp p r Th cl s r smads ize isl ie sber tsr by mea s ofs pr 4 mn srmssd emen. hsfsrm .o he Va ve fi 1 7.? Qd ctus sd-by lsysr 8- .T rszts si i, of the p ng regusted' yseutfi I etztstsrti gw' hs e mp ss dt a is s ppl Pref bly i rebuude e ,42 y d 3 heo g the lsirus srting alv l u mith h -Mew 2 shut; this. ir does nvo ee p ndr to theupressure; pf the external, atmosphere hen the-e haus ports 11; ere, opene ntead, fin l prs s rs'ris th Wh s w eed. th I pq tions pf. the exh u t. pa sa sucy indsr n @th va e :2 If

eh'iszpr ns-t be ig lis th qes iee qse LEIGJ lVe by th ft-springeathen "th g..es. .=ss .-iprs .urs wi l force h '-0P.,. te'sqep u ll't A [P ess r glen toipth value. o the spring e s- 31111 th ini i -pr s msin ingu th cylinder-mums gh, ,uso

the ti eh isllsr ng Q 'pressi nnstrok of tbs pistenuih r Wi -1 M: ons de ably higher-fina tempera r t en; o be t egsea ,if 5 the. eqmpr'ession had been begun with a, SOIHQWhZttflQWGI': initial pressure, fer example that ef the scavenging air. The high jejrpperature of compression, which is I attai il duyvithia fen/additional starting revv Q lu it n t inun d at ly cau es a r liabl ig itiqn Ofthe fuel which is injected through the nezz le fi; Afs is.we11-kn0wn, the startiug -eir used in starting engines of thisitype has v pressuretsubstentially higher than the cqmpressipnflpressure. During the down st,r0ke= th 1s,wi11,expand down toja pressure at least as low asthat set by thevalve spriu i an'dq'ouithe upstroke it will be :compresse to a, pressure approximating thecompression pressure. Theup strpke isiefi'ected by the energy s'toredwduring gther;down strpke inthe moving parts yv-hieh moving parts pmay inll elfi iflyieuhts easindicated fiat 11W.

InHthe engine showu in Fig. 1, the air one or more ofthe cylinders are'provided with air starting valves, these cylinders acting in a way as a motor for operating the others to which fuel is immediately applied. Each of the cylinders having air. starting valves is provided-with means for shutting off its exhaust. By this arrangement, instead of replacing or supplementing'the contents of the air starting cylinders during the scavenging period proper with scavenging air from the receiver which is connected with the scavenging pump, the excess of starting air escapes through the scavenging ports to the receiver thus assisting the SCELV- enging pump in quickly building up the scavenging air pressure to a value above normal. This means that the air-supplied to the cylinders to which fuel is being'admitted is at a higher initial pressure than would otherwise be the case so that such cylinders will begin to fire more quickly. At-

the same time, the initial pressure of the air in the air starting cylinders will be higher so'that these cylinders will begin to fire as'soon' as they are switchedover on to fuel. 7 Referring to Figs. 2, 3 and 4, A, B, G and D indicate the cylinders ofa four cylinder engine having the usual exhaust pipe 1 and charging chamber 14.-'w'hich surrounds the cylinders. As is well understood, this charging chamber is supplied with scavengmg air by a suitable compressor driven by 40 I vided with a fuel injector'15 and cylinders A.

and B are provided with air start ng valves 16as-shown in Fig.4, and also with valve ,means'for throttling or closing ofi theirexthe engine. Each of the cylinders is prohaust as shown'at 2 in FigsB-and' 4.

In starting the finulti-cylinder engine the valves 2 are moved'to close' or throttle the exhaust of cylinders A and B. The" starting air valves 16 are then o'penedat" proper intervals to start these-two cylinders as air motors. The interval'duringwhich theengine is operated on compressed a1r to 7 start it is termed the starting period and this is What is meant by the term starting period as used in'the claims. rat the same.

7 time fuel will be admittedin the usual man-' ner to cylinders C and D through their fuel valves 15. It willbeunderstood that all the pistons ofthe respective cylinders are connected tothe main crank shaft andthat this shaft operates the usual scavenging air pump indicated diagrammatically at' P which supplies air to'the charging chamber 14:. .Since the exhausts of cylinders A and B areclosed, the expanded starting an in cylinders A and cannot escape throughthe exhaust ports 11 when the upper pistons uncover them. It may escape, however, through the scavenging ports 13 into the chamber li when; these ports arefuncovered by the lower pistons. V stead of the cylinders A and B receiving a "rresh charge otair irom the. chamber 14, that they discharge air under pressure into it, thus assisting the scavenging pump in building up the pressure therein. Furthermore, since the pumpis normally designed to supply scavenging air toall the cylinders, but during starting is; required to supplyit to but two of them, it will buildup the pressure much more rapidly as less scavenging air is being used. This means that the air with "which the cylinders and D are charged during starting has a high initial This means that pressure which :will become stillhigher on VViththis method of starting, the supply of starting air must be abundant or even 1 supe'rabundant, according to theratio of the cylinders which are started with air to those which operated with fuel, in order tofill the charging chamber quickly with air of suliicient pressure.

is in very cold conditions Fuel is injectedinto the cylinders bycompressed orblast air as it is commonly called through fuel'injectors 15 which may be or any suitable construction.

in accordance with the provisions of the Excessive supplies of starting air should be given when the engine IQO V patent statutes, I have described the prin ciple of operation ofmy invention, together with the apparatus which Know consider to represent the best embodiment thereof,

but I desire to have it understood that the;

combustion engine -in which compressed air is used for startmg, of a receiver for scavenging air connected with the: cylinder,

1. The combination 'with h an 1" internal whereby the starting air can expand into I said receiver, "and means for shuttingfoft the exhaustpipe, during the starting-period.

2. The combination witha multi-cylinder 7 internal combustion engine in which compr'essedair'is used in certain of-theworking cylinders for starting, of means for supplyingcompressed 'airf for'starting to such certain cylinders, meansfor closing the ex, haust pipes for such certain "cylinders,

and a receive for charging air connected with the cylinders, and into which the starting air passes during-the starting period.

3. The combination with a multi-cy1inder internal combustion engine, of a receiver connected therewith supplying scavenging air to the engine, means for admitting compressed air to the engine for starting it, and means for shutting off the exhaust during the starting period whereby the starting air can expand into the receiver.

4. In an internal combustion engine, the combination of a plurality of cylinders having exhaust and scavenging ports, a receiver communicating with the scavenging ports, fuel admission means, valve means for supplying starting air to some of said cylinders, and valve means for shutting off the ex hausts of some of the cylinders during the starting period so as to increase the receiver pressure.

5. In a multi-cylinder high compression internal combustion engine having means for admitting compressed air thereto for starting and a receiver for supplying scavenging air thereto, means for cutting off the exhaust of one or more of said cylinders during starting so as to quickly raise the pressure of the scavenging air in the receiver.

6. In a multi-cylinder high compression internal combustion engine having a receiver for supplying air to the scavenging ports, air starting valves on some of said cylinders through which compressed air may be in troduced to start the engine, and valves for cutting off the exhaust from the cylinders having the air starting valves so as to quickly raise the pressure of the scavenging air in the receiver.

In" witness whereof, I have hereunto set my hand this 24th day of April, 1922.

FRITZ HI'JTTNER. 

